Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: CESSNA STATIONAIR/TURBO STATIONAIR 7/8
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Critical

Enroute the aircraft engine began to run rough. I ran through the emergency procedures. Switched fuel tanks; mixture was already full forward due to my altitude below 3;000 FT. Prop full forward; throttle full forward; boost pump on. The engine seemed to run worse with the boost pump on so I secured it. At this point I was below 500 FT and had to focus on finding a landing spot. Only one suitable lake was within my gliding distance. I picked my landing spot and applied full flaps. I declared an emergency on company frequency; but did not hear a response. After touchdown the aircraft tires broke through the ice into about 12 inches of water and came to rest on a second layer of ice. The engine was still idling normally at this time. I was concerned that the aircraft might sink; or become frozen into the ice; so I attempted to taxi to the lake shore approximately 100 FT in front of the aircraft. It required full power to get the aircraft moving. After 3-4 seconds at full power the engine would become very sluggish; bog-out; no power. I returned the engine to idle; waited 5-10 seconds; and then reapplied full power. The plane would move forward then bog-out again. It would maintain full power for only a few seconds. I continued this procedure until I reached the shore. I did notice the engine was running very hot during this time; almost red line. After idling on the bank for a few minutes I managed to taxi through the snow to a firm looking piece of ground; slightly uphill from the bank. I shut down the aircraft engine; all lights and avionic except for 1 radio; to conserve battery power. I was then able to contact another company aircraft to begin the search and rescue operations. I was returning empty; with no passengers; or revenue on board. Air taxi pilot experiences low engine power which results in landing on a frozen lake. After landing the wheels break through the surface ice and come to rest on a second layer of ice. With the engine still running the reporter is able to taxi to the shore and call for assistance.
Aircraft: B737
Phase of flight: Taxi
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway

ATL taxi out instruction from Ramp 3 north taxi. Holding short of Foxtrot; Ground instructed to pass behind a Regional Jet (RJ) and continue to 26L on EC. As we started to taxi a ground truck pulled out in front of us causing us to stop to avoid contact. Having this in mind we then continued to taxi and I followed the RJ. My understanding was to taxi out and follow RJ but my First Officer said we were supposed to pass behind the RJ. Ground asked us to wait and once the RJ cleared he gave us instructions to continue to the runway for departure. There was a lot of ground communication and clutter during this time with multiple aircraft. [Report narrative contained no additional information.] B737 flight crew reported taking the wrong taxiway at ATL after a sudden stop to avoid a vehicle.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR

It has been identified that [a company] Maintenance Supervisor is accomplishing discrepancies and correcting actions in the Aircraft Maintenance Logbook while their qualifications are expired. Attached are images of maintenance qualifications plus log pages attached to the individual's name. This is a direct violation of [Company] Maintenance Policies.Note: Having an issue uploading training records image and log page image; if required please email for request.Individual is being pressured to release aircraft back into service by higher management and is willing to accomplish documentation regardless of their individual qualifications. Attached are log pages that individual has been linked to plus the qualification status as of [date].Individual needs to be approached about their Illegal activities and negligence for keeping training qualifications current; which violate [Procedures Manual] policies. Air carrier mechanic reported maintenance supervisor signing off maintenance work without proper qualification.
Aircraft: LARGE TRANSPORT
Phase of flight: Final Approach
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

We were cleared for a visual approach with a left base entry to Runway 28L at SFO after reporting an air carrier jet in sight approaching the parallel Runway 28R from the east. We turned a 15 mile final and intercepted the localizer for 28L for which we had verified the proper ident. My First Officer indicated the air carrier jet looked like it had flown through 28R's centerline toward our course. I offset our track to the left to provide some additional spacing. We then received a climbing TCAS RA which I executed. We received a clear of conflict and the First Officer reported the TCAS climb to ATC; who asked if we were able to continue the approach. We responded that we could still continue the approach and I began to correct our vertical path to recapture a stabilized profile. I asked the First Officer if he could see the air carrier jet; which he responded he could not. As I asked this question I scanned my EFIS displays noticing traffic apparently on our same approach course below us. I received another TCAS RA and executed a missed approach.It's possible the air carrier jet erroneously intercepted the localizer/final approach course for 28L instead of 28R. In fact; I believe it was eventually cleared to land on 28L as we executed our missed approach. An air carrier Captain reported executing a missed approach on a SFO Runway 28L visual after the second TCAS RA climb command from another aircraft which apparently erroneously lined up on 28L instead of the assigned 28R.
Aircraft: CHEETAH; TIGER; TRAVELER AA5 SERIES
Phase of flight: Landing
Anomaly: Ground Event / Encounter Ground Strike - Aircraft

Returning from a solo cross-country. Winds were 9 knots [straight down the runway]. [During] landing; hit left wheel hard; bounced 1-2 times; and then decided to do a go-around; landed without incident. When I parked and shut the engine down; I noticed that the prop tips were bent. Grumman Tiger pilot reported discovering propeller damage after a hard landing.
Aircraft: C172
Phase of flight: Final Approach
Anomaly: Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy

I was instructing a student in VFR conditions. We had been cleared for touch and go on Runway XXL at ZZZ. My student was preparing for landing on Runway XXL. At approximately 600 feet AGL; I identified traffic in the downwind leg with landing lights flashing. At the time I identified the traffic; I recognized that traffic starting to turn its base leg in front of us and on a direct path to our aircraft at the same altitude. I immediately notified the Tower of the traffic turning toward us. At that time I called for an immediate go around and my student initiated full power and a climb. At the same time the Tower called a turn for the other aircraft away from us. I then notified the Tower that we were going around. We continued our climb to 6;700 feet and entered a crosswind turn at approximately the approach end of Runway XXL per the instruction of the Tower. I estimate that the other aircraft was within 500 feet of us at the same altitude. We then continued our flight with no additional issues. Flight instructor reported an NMAC in the traffic pattern that resulted in a go-around.
Aircraft: CITATION V/ULTRA/ENCORE (C560)
Phase of flight: Initial Climb
Anomaly: ATC Issue All Types

Tower instructed us to contact Palm Beach departure after departing Runway 29 [30] at SUA; could hear controller loud and clear; no response from controller to our call. Switched to COM 2; no change. Pilot flying called on his mike - no response. Controller called us; no response to our answer. Controller requested 'ident' and acknowledged. We made numerous attempts to contact departure. Controller told us to climb to 5;000' and acknowledge with an ident. We did so and controller then told us to contact Miami Center. Miami acknowledged our radio call immediately. Exactly the same thing happened departing SUA; Runway 29 three days later. Departure frequency was 132.8. CE560 Captain departing Runway 30 at SUA experiences lost comm with PBI Departure on 132.8; with the crew able to hear Departure but Departure could not hear the crew. No problems were experienced on Tower frequency prior to or ZMA after the event. The exact same scenario repeated three days later.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Cruise; Parked
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Illness / Injury

Customer boarded airplane and was coughing; etc. Flight Attendant provided face mask that he refused to wear. Customer vomited all over the back galley and bathroom and spread the vomit on carpet back to his seat. Captain had the airplane taken out of service upon arrival due to the stench and magnitude of vomit everywhere. Flight Attendant [was] sent back to base with no pay or the option to get checked out for COVID-19.Our system is flawed. We need to be proactive and make customers wear face masks and get temperature checked. Flight attendants are first responders and need to be protected from the spread of this COVID-19. Flight Attendant reported a passenger vomited throughout aircraft causing aircraft to be taken out of service after landing at destination. Flight Attendant suggested passengers should wear masks and have their temperature checked prior to boarding during the COVID-19 pandemic.
Aircraft: B737
Phase of flight: unknown
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Passenger Misconduct

An FAA inspector was on our flight. She asked me for my manual. She told me that I needed to insert revision #32 dated 8/14. I explained to her I had 14 days to insert it and was going to do it on the layover. She told me I needed to insert it during the flight or I would be non compliant. I spent 45 minutes inserting the revision. Later I was guarding the flight deck. The Captain was in the Lavatory. The Inspector was coming forward to return my manual to me. I motioned for her to stop but she did not. She continued to walk forward; I took two steps towards her and told her she needed to go back; the Captain was out. She continued to walk forward; gave me my manual; and then returned to her seat. I was sitting on the forward jumpseat and the Inspector sat down next to me. I explained that only certified flight attendants could occupy the jumpseat. She said; 'Don't worry; I have been a flight attendant for over 40 years.' B737 Flight Attendant is informed by an FAA Inspector that a FAOM revision dated in the future must be installed during the flight; in order to be compliant with FAR's. The Inspector also does not comply with the reporters request to remain clear of the forward galley while the Captain is out of the cockpit and sits on a jumpseat.
Aircraft: SKYLANE 182/RG TURBO SKYLANE/RG
Phase of flight: Landing
Anomaly: Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Runway

I proceeded to ZZZ to perform a touch and go on Runway XX as directed by the Tower. The reported winds at that time were [10 degrees from runway heading] at 10 kts gusting to 18 kts. I reported to Tower when I was on downwind and continued in the pattern. Because of the direction and gusty winds; I prepared on Final with a slight crab to the right and only extended my flaps to 20 degrees crossing the threshold at about 75 kts. Up to this point the plane was in line with the center of the runway. At touchdown there was slight lift of the plane; but I was able to allow the plane to settle back to the runway where it began to skid sideways to the left of the runway centerline. Applying rudder and turning controls into the wind with back pressure; I attempted to bring the plane back to the center of the runway to then takeoff. I was unable to regain control of the plane and it continued to skid into the grass on the left side of the runway. I began braking and the plane rolled up an incline and platform area in the grass where it came to a stop when it rolled down the platform on the other side. Tower contacted me where I indicated we were not hurt but that the plane could not move on its own. The engine and all equipment were shut down and we waited for emergency assistance.In hindsight; I could have made different decisions than the ones I made. Once the skidding began; I could have added some power to regain a more forward motion or added full power for a go around. I also could have chosen to not attempt the landing with the winds gusty.I realize winds create great hazards to flying and deserve tremendous respect. Also; knowing my limitations and being able to make good judgment calls to keep myself; passengers; and property safe are necessary qualities I strive to emulate as a good pilot. I fully expect to learn from this misfortune and strive to continue training and educating myself to be the best pilot I can be. C182 pilot reported a loss of control on landing that resulted in a runway excursion.
Aircraft: B737
Phase of flight: Climb
Anomaly: ATC Issue All Types; Inflight Event / Encounter Other / Unknown

We were handed off from LA Center to Albuquerque Center Sector 45 frequency 124.500. After switching on to 124.500 it was nearly impossible to hear ZAB Controller instructions because 124.500 is also a frequency used by SoCal Approach Control for LAX Arrivals. Repeatedly; aircraft checking in to SoCal Approach on 124.500 blocked out the ZAB Controller. It was to the point that I was seriously concerned we could not hear what the ZAB Controller wanted us to do. ZAB Sector 45's location is at the western boundary of ZAB airspace. Aircraft climbing out of LAS have line of sight with aircraft descending into LAX thus it is very easy for the two to generate radio transmission conflict on the same frequency of 124.500. A Captain reported having trouble hearing the Controller on a frequency he was assigned. This frequency is also an arrival frequency for LAX arrivals. The Captain reported of bleed over the frequency and wasn't sure if he was receiving all the transmissions from ZAB Center.
Aircraft: PA-24 COMANCHE
Phase of flight: Descent
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural FAR

I was enroute to Boeing Field with VFR flight following the entire way. I had descended to 10;500 ft. MSL and was flying over the mountains to the east of the city. I was handed off to the Seattle Approach and the controller asked if I wanted clearance into the Class B airspace or if I wished to remain outside of it.Initially I responded that I was unfamiliar with the airspace; having never flown there before and asked their advice. He responded that I should stay out of the Class B airspace. I then changed my mind and re-contacted the same controller and asked for a clearance into Class B airspace but instead he passed me to the next one without issuing me a clearance. The next controller said I was doing fine. I repeated to him that I was unfamiliar with the airspace and preferred a clearance. He did not issue me one and quickly passed me off to the Boeing Tower controller saying to avoid Renton Class D airspace.That controller was very busy and would not respond to multiple calls. During the whole time; I had descended to less than 3;000 feet MSL to stay below Class B airspace; but the Renton Class D tops out at 2;500 feet. Directly adjacent and west of Renton is a corridor with even lower attitude requirements. I was under the impression the Approach controller would vector me to sequence me into Boeing Field and allow me to descend safely while remaining under the Class B airspace. Trying to stay above the Renton Class D; but below the Seattle Class B airspace was very difficult and I believe I inadvertently penetrated Class B airspace as I flew north to get out of a potentially dangerous situation. Once I cleared the lower Class B airspace to the north I was able to contact Boeing Tower and was given instructions to enter the right downwind to 32R; which I did and landed uneventfully.My concern about the descent and approach into Boeing Field is that I communicated I was unfamiliar and did request Class B clearance; but was not given one and then was given no assistance to help avoid Renton Class D airspace and safely enter into the busy traffic pattern at Boeing. The Boeing Tower controller was very busy and in the time it took to establish 2 way communication I was given instructions by the previous controller to stay clear of the Class B airspace. PA-24 pilot reported a lack of support from ATC led to a possible Class B airspace violation.
Aircraft: C172
Phase of flight: Final Approach
Anomaly: Conflict NMAC

This was a training flight to a local training area that returned to RDD for pattern practice. After several circuits in the pattern at RDD; my aircraft was on left downwind for RWY 16. Tower instructed my flight; 'You are number 3 following a Duchess on right base; cleared touch and go; RWY 16.' I had mistaken a King Air that appeared to have just turned from a right base to final as the Duchess I was instructed to follow. For this approach; I asked the student to remain at Traffic Pattern Altitude (TPA) for the forward slip from TPA to on glideslope indication; to then a normal zero flap landing.When established on final approach; but right of centerline; I saw an aircraft on my left and immediately took control of the aircraft; applied full power for a climbing right turn to the east at 79 knots. While in the climbing right turn (west bound); I heard the Duchess pilot transmit that there was an aircraft near his aircraft on the right. The Tower transmitted that he wasn't aware of another aircraft on final for RWY 16. After several seconds; Tower asked the position of my aircraft and I transmitted that I was in a climbing right turn on a west heading. Tower instructed me turn immediately continue turn and climb on an east heading - I complied with the instructions. Tower asked my intentions; I replied that I would continue my eastbound climb out of class Delta airspace. Tower instructed me to turn north and report leaving class Delta airspace.After leaving class Delta airspace; I reported that I had left class Delta; and tower asked that I report when ready to re-enter class Delta for landing. After a few minutes; I asked [Tower] for a full-stop landing and was issued ATC instructions; which I followed for a successful landing and to parking. While taxiing; [Tower] asked that I call them. After securing the aircraft on the ramp; I called [Tower] and spoke with the Controller who I had been in contact with at the time of this incident. C172 instructor pilot reported a NMAC in the pattern at RDD airport.
Aircraft: BARON 58/58TC
Phase of flight: Initial Approach
Anomaly: Deviation / Discrepancy - Procedural Clearance

IFR flight plan with new Garmin 750 and 500 panel. Got confused on set up for waypoint intersect. Controller was helpful and circled us around for a new setup. Broke out of clouds and got further confused with nearby airport.... Realized lined up for wrong airport and contacted Tower. Vectored to proper airport and with mental overload; landed safely on a short runway and blew left tire. No damage other than to my ego and the tire. Clearly I was overloaded for what should have been an easy approach and landing caused by the confusion of learning the new system and the need to be at a location on time. Silly pilot errors caused by overload and the domino effect of multiple tasks. BE58 pilot; distracted by difficulties in programming a new GPS; lined up for landing at the wrong airport. After receiving a vector from ATC; pilot proceeded to the proper airport; but blew a tire on landing.
Aircraft: MEDIUM TRANSPORT
Phase of flight: Landing
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance

FO hand flying ILS in clouds; we were cleared for the approach and told to contact Tower. I dialed the Tower frequency; but got distracted by correcting the flying of the FO and forgot to switch the frequency. We landed without a landing clearance and then realized we were not on the Tower frequency on vacating the runway. We contacted the Tower and apologized; and we were told to taxi to our gate. No further comments from the Tower Controller who was also handling Ground Control. Because of COVID-19 I haven't flown at all. This was my second day on my rotation. On our second leg we were coming back to ZZZ from ZZZ1. I was the flying pilot; it was cloudy and there was a lot of turbulence. I was mainly focusing on staying at the glide slope and maintain safe airspeed. Captain was running the checklists and communicating with ATC. When we're almost 5 NM out ATC cleared us for ILS XX approach. I was so focused on flying the plane and I couldn't catch that Captain didn't switch to Tower frequency. He was doing suggestions and giving me instructions and he forgot to talk to the Tower frequency. When we passed the Final Approach Fix my main focus was on landing the airplane safely and smoothly. Which I did even though it was super windy and bumpy. After landing safely and slowed down the aircraft to a safe airspeed I gave the controls to Captain.We safely cleared the active runway and I tried to talked to the Tower since they didn't give us any taxi instructions or frequency change and that's when we realized Captain never switched to Tower frequency. As soon as I realized what happened I contacted Tower; I apologized and wrote down the taxi instructions. We went to the main gate and parked the plane. After that me and Captain talked about what happened and we talked about what we did wrong and we talked about how we will make sure that won't happen again. We were both agreed on that communication is really important and from this point on we will double check everything and always try to improve our communication skills. It's also proved [to] us that non-flying pilot's role is really important as well. Air carrier flight crew reported landing without a clearance.
Aircraft: A320
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe

Received ECAM warning for a yellow system reservoir overheat. Performed ECAM actions which resulted in yellow system deactivation. Because of degradation of a major system I [requested priority handling with ATC]. Proceeded to destination without incident.Maintenance tech told me the one of the cargo door switches became stuck in the on position resulting in the yellow electric pump running continuously. An Airbus pilot reported a hydraulic system malfunction which resulted in the deactivation of one of the hydraulic systems. Due to the degradation of some hydraulic system components priority handling was requested; however; the flight continued to destination and landed without incident.